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We had gone through a rough vigil. We were in a heavy sea practically from the time we left the Mersey until within a day or two of New York. One interesting event occurred soon after our departure. The Porter , one of the crackerjack destroyers, sighted a suspicious spar in the water.

With an abrupt change of course, and almost turning in her own length, she made direct for the [66] object, dropping a pound depth charge of T. It tore gun rails apart, lifted lifeboats from their fastenings, opened shell cases and did considerable all-around damage. Some good came of it—the first division men found no reason to wash down decks for some time to come. The destroyers were unable to keep up with us, and it is remarkable that they stayed with us as long as they did. The sea proved too much for them. When caught in the trough formed by two high waves, hardly more than the top of their stacks and masts was discernible.

They trailed behind us the entire next day, within radio call, and turned back upon receiving word from us that we were out of the danger zone. The danger from submarines was rather slight when it is considered how difficult a matter it would be for them to launch a torpedo accurately in a heavy sea. We continued upon our course without event until off the Grand Banks of Newfoundland. Here we ran into a fog so thick that it was impossible to see our bow from the bridge, and every minute for eight hours of this day our steam fog whistle blew steadily, warning all nearby ships of our approach.

Nantucket Lightship, the first indication of land, was reported by one of the signal boys on the night of February 18th. Montauk Point and Shinnecock Lights soon followed and the next morning found us at the entrance to New York Harbor, our first overseas trip successfully completed. The ship was brought up the river to the dock in the thickest fog seen for years.

McLaughlin gauged the turn nicely and Capt. Bernard had a tug stationed at the end of Pier 4 to guide the Leviathan in by whistle signal. It was a highly creditable performance. After a stay of thirteen days in New York, during which time our supplies were replenished and minor repairs and alterations were made, we steamed out of New York Harbor on March 4th, for our second trip overseas. On board we had 8, troops, with the following organizations:. School; Maj.

Accompanying us was H. After passing out of the channel we dropped our Pilot at Sandy Hook and once more set our course at 90 degrees headed due east. Fire Island Light was passed abeam at 2. We were making a standard speed of 20 knots which was maintained throughout the day while the weather remained clear and the sea smooth.

After sundown the ship was darkened with the exception of a few blue lights, commonly known as battle lights, located at the various watertight doors and at the stairways. For two days following, the weather remained moderate with occasional rain squalls and light northeast winds. From this time on all of our watertight doors were kept closed while an army guard kept constant watch on all doors to see that they were not tampered with or opened.

Abandon ships drills were held each day and it may be mentioned that there was ample lifeboat equipment for every soldier aboard. Each soldier was provided with a lifebelt. On the afternoon of March 7th smoke was sighted dead ahead, we discovered it was a British cruiser and a half hour later we passed her, on our starboard beam 15, yards distant. On this same day a soldier on board was placed in solitary confinement for making seditious remarks. Not escorted at present.

We entered the War Zone on the eight to twelve watch on the morning of March 11th, picking up our escort of destroyers, seven in number. The rendezvous is previously arranged by cable and the destroyers are picked up by wireless from 24 to 36 hours before meeting.

The times of arrival at the rendezvous are exchanged, and the meeting place arranged. After picking up our escort, of which the Destroyer Manly was the senior ship, we proceeded on a zigzag course heading again for Liverpool. While passing through St. She immediately dropped a depth charge. It was so close that the Leviathan shook from stem to stern and many thought that we had struck a mine.

What the object was we do not know, but if it was a sub, we extend our most heartfelt sympathies to the families of the crew. We proceeded on our trip without further event and the following afternoon found us in Liverpool once more. Immediately upon arriving the disembarking of troops and baggage was begun. The next morning, before all troops had left the ship, it was necessary for us to proceed to dry dock while the tide was high.

One of the river ferry-boats unfortunately passed too close to us and suffered considerable damage, although she had been properly warned to give us right of way. Safely moored in Gladstone Dock this same afternoon, the disembarking of troops was continued and completed the next morning. It was fine to see regiments of American troops, with flags unfurled and bands playing popular Yankee airs, marching to war.

The boys aroused the admiration of the English. Our stay in Liverpool, from March 12th to April 10th, was similar to the previous one. Minor repairs were made and our troop-carrying capacity was increased. English contractors had been coaling the ship for at least three weeks and a few days before sailing it was found necessary for the crew to take this work in hand.

On April 9th, thirty-seven German prisoners, captured by the destroyers Fanning and Nicholson when they bombed and sank the U, were brought on board under guard for transportation to the United States. These prisoners consisted of thirty-three enlisted men, one warrant officer, and three commissioned officers. They were young men, their senior officer had been awarded the Iron Cross. Previous to their arrival arrangements had been made by the ship to guard them on the trip over. Each prisoner wore a patch of red cloth on his right leg to signify that he was a prisoner of war.

The C. Incidentally they showed no good feelings toward their former officers. One of the men, a machinist, had formerly been a bartender in Boston and one of the officers had been engaged in business in Cincinnati some years prior to the war. The officers were a dignified set and they seemed surprised that they were not given unusual consideration.

For instance, one of them asked his guard why he did not have hot water in his room. The German officers dined in the Ritz-Carlton Mess Hall, where our own officers dined, but at a table set aside for them and under guard. On April 13th, while en route to New York, we fired flat nose shells from each gun for tests. The prisoners showed much interest as to what arrangements had been made for their abandoning ship, if occasion required, and did not seem any too pleased when they were informed that the same arrangements had been made for them as they had made for the lost souls on the Lusitania.

Of course this was not literally true. It might be mentioned that their first meal aboard this ship consisted of a favorite dish, frankfurters and sauerkraut. This was not pre-arranged, but incidentally happened to be on the menu that night. The trip home was without further event, except for a small iceberg sighted the second day out. We arrived in Hoboken on the afternoon of the 17th, and were welcomed by the usual crowds that lined the docks. The German submarine prisoners were taken off and placed under marine guard, and thence sent down to Fort McPherson, Ga.

The German officers moved off with disdain but their enlisted men waved a cordial good-bye to the ship and her crew. This incident illustrated their phase of mind, finally culminating in the mutinies of the German sailors at Kiel and Wilhelmshafen and effectually prevented a clashing of the German fleet and the Allied Navy. Late in the afternoon of April 24th, the Leviathan cast off her lines once more, after a short stay of only seven days in Hoboken. The patent log, which registers the speed of the ship, was streamed from the taff-rail upon our departure and a standard speed of eighteen knots was maintained until past Ambrose Channel Light Vessel.

Troops, 8, General Walter H. Gordon, 10th Infantry Brigade. Exceptionally mild weather was encountered on the entire trip across, especially in the Gulf Stream, the temperature of the water at times running as high as 73 degrees. Numerous flying-fish and schools of Porpoise were observed from day to day. The spouting fish would cause us to keep our gaze fixed upon him. Gliding through the water he greatly resembles the wake of a periscope. The opinion was expressed on board that this time France would be our destination. Our cargo holds were loaded to the top with all sorts of army equipment, camouflaged artillery wagons, automobile trucks, shell cases, etc.

After the fourth day out the men on the bridge knew for an absolute fact, by the course steered, that we were heading for France and many of us already saw ourselves walking up the main street of Paris with a girl on each arm. Little did we know how keen our disappointment would be, for as later events proved, our views of France were to be observed from a coal barge, three long miles away from the mainland. Occasionally a convoy of perhaps ten or twelve vessels would be sighted, hull below the horizon and just the masts visible, presenting a peculiar sight, keeping pace with us for a few hours and gradually disappearing.

It was unusual for a lone ship to be sighted, for the safest method of travel was in convoy, escorted by cruisers or destroyers. Extremely precautionary methods were always taken with ships sighted without escort, a change of course usually effected to give such vessels a wide berth. They were always looked upon with suspicion by us, especially sailing vessels, for instances have been reported of German U-boats rigging up two or three sails and floating on the surface of the water to resemble harmless, slow-moving schooners.

In addition to these we gave wide berth to any floating objects observed, such as barrels, spars, wooden cases, etc. On one occasion, while in the danger zone, our starboard guns were fired on a suspicious object which later proved to be a spouting black-fish. Absolutely no chances were taken. Everything went well on this journey until very close to land. We were escorted by the usual destroyers and were prepared to make land fall, when the good weather we had been having was interrupted by an extremely heavy fog.

Although still in the danger zone our speed was necessarily decreased. It is almost impossible to navigate in a thick fog and consequently our engines were brought almost to a standstill. Looking out on our starboard beam, through the thick fog, an object was seen to approach us.

This proved to be one of our destroyers, which hove close to. Do you? Floundering around in a section of water that was a hot-bed for submarines, we were all considerably on the alert. This was a bit of clever navigation, even if we say so ourselves. We entered the harbor of Brest, France, on the afternoon of May 2d, just as the fog lifted. Our eyes beheld a beautiful harbor, surrounded on the mainland by the prettiest green fields and old-fashioned farm-houses, with a clear sky overhead and a hot sun beating down on the deep, blue water of the Goulet.

Our mooring was made to a large buoy, for in Brest there are very few docks and none large enough for a ship of our dimensions. Brest is a seaport in the northwest of France, department of Finisterre. It has one of the best harbors in France and is the chief station of the French marine having safe roads capable of containing men-of-war in from eight to fifteen fathoms at low water. The entrance is narrow and rocky and the coast on both sides is well fortified.

The design to make it a naval arsenal originated with Richelieu and was carried out by Duquesne and Vauban in the reign of Louis XIV, with the result that the town was made almost impregnable. Brest stands on the summit and sides of a projecting ridge, many of the streets being exceedingly steep. Several of the docks have been cut in the solid rock, and a breakwater extends far into the roadstead. The manufactures of Brest are inconsiderable, but it has an extensive trade in cereals, wine, brandy, sardines, mackerel, and colonial goods.

It is connected with America by a cable terminating near Duxbury, Mass. The English and Dutch were repulsed at Brest in In it was blockaded by Howe, who won a great victory off the coast over the French fleet. Our escort of destroyers remained with us until the following morning, May 6th, seeing us safely through the war zone. The remainder of our voyage was accomplished at a speed of twenty knots without event of importance until arriving off Ambrose Light, the entrance to New York Harbor. Here a thick fog again delayed us, causing us to drop anchor until late in the afternoon of the same day, May 12th.

The sky cleared about this time and we proceeded up the channel and to our regularly assigned berth, making fast to the dock in Hoboken at P. When the members of the crew went ashore they were subjected to excited cross-examination by many people, for rumor had decreed that we had been torpedoed and sunk with a tremendous loss of life.

Of course we were not permitted to divulge any information along this line, but it was amusing to hear what interesting stories were narrated by the home-folk and it was with much satisfaction that we assured them, after the manner of Mark Twain, that the report of our deaths had been very much exaggerated. The ship remained at her berth in Hoboken from the 12th to the 22d of May, giving the crew a reasonable amount of shore leave, the men living in nearby states thus had an opportunity to visit their homes.

At on the afternoon of May 22d, we left on our fourth eastward bound voyage with the following troops:. Troops, 10, Gronkhite, 80th Div. We followed the regular channel in leaving New York Harbor, and once more at sea, started on our fourth venture to slip through the blockade of German U-boats and to land 10, more troops to assist in breaking down the high pride of the German autocracy. On the afternoon of May 23d, at 4 P.

These doors are hydraulically opened and shut and centrally controlled by a lever on the bridge. Prior to the closing of these doors a warning alarm is sounded, but the officer, in some unexplainable manner, became confused and suffered a severe injury. The sea was unusually smooth at this time, hardly a ripple appearing on the surface of the water.

At A. Everything went well until this same afternoon, when we received an S. It was advisable for us to change our [77] course in order to steer clear of the possible cruising radius of this submarine, which we did at , heading our course to the north. At P. During this time signals were exchanged between us and our escort upon the advisability of sending one of our escorting destroyers to the assistance of the Carlton , but owing to the great value of our own ship and its precious cargo aboard this was deemed inadvisable.

This illustrates what stern measures necessarily had to be taken in time of war. We were compelled to leave the crew of a torpedoed ship presumably to their fate for the greater duty involved upon us. However, later reports showed that the crew of the Carlton had been rescued by one of the alert destroyers patrolling the seas in this vicinity. We did not consider all danger past and as an extra precaution, orders were issued on board to have all men assigned to duty on life-boats and similar duties, remain at their stations until further orders.

This vigil continued throughout the night. It was a clear moonlight night, but moonlight held no charm for us then. The rays reflecting upon the water lighted up the huge ship and made her a fine target for a lurking U-boat. Communication made with Brest the next morning, May 30th, informed us that the pilot and pilot destroyer would meet us.

On the spot that we expected to take our pilot on board we had our first real engagement with the pirates of the sea. With the hills of Brest plainly visible on our port bow, the smooth surface of the water was broken by the wake of a periscope on our port quarter.

The sharp eyes of Lieutenant Beebe, the assistant navigator, saw the danger, and from his post of observation he reported sharply to the captain. The young navigator stayed glued to the spot. Ordered full speed, revolutions. Opened fire with Number Six and Number Eight guns, three shots. Stopped zig-zagging. Changed course P. Opened fire with Number Six and Number Eight guns.

Nine shots. Seven shots. It was the general opinion among the officers on board that a cordon of U-boats had been lying in wait, located in such a manner that if the first submarine failed in her attempt to torpedo us, the others in turn would be in a position to follow up the attack. During one attack a French fishing boat appeared between us and our object of fire, and had a very narrow escape from being struck by one of our pound explosive shells.

The skipper of this boat was taken on board later. The coolness of our commanding officer, Capt. Bryan, and the splendid co-ordination of the entire crew, were so perfect, that only three distinct orders were issued in this moment of peril, as follows: 1. Hold your course. Open fire on submarine, port quarter. Sound General Alarm. Every shot fired was greeted by cheers and shouts of encouragement from the enthusiastic soldiers on the decks, who crowded to favorable positions to witness the accurate firing of our gun-crews.

An apt comparison to this battle would be the excitement incidental to a World Series baseball game, eleven innings, score: , and a home-run hit made. Of course, we did not turn around or stop to look for this evidence, but inasmuch as none of the enemy was allowed within torpedo range or cared to show himself again, he certainly must have taken the accuracy of our gun-fire into serious consideration. A disadvantage of our freedom of the press was typically demonstrated in the U. One paper stated that twenty U-boats had attacked the Leviathan and that we had evaded a school of torpedoes.

The exact number of submarines encountered on this day is not known, but it is believed that there were at least three, and very probably more. We had a narrow escape though, for just after the first submarine was sighted, at mid-day, our zigzag clock on the bridge rang, , notifying us to make an abrupt change of course to port. Captain Bryan saw this immediately and issued the above-mentioned order to hold the course.

Arriving in Brest after all this excitement the ship was made fast to our usual mooring buoy. The crew as before, turned to on the coal barges and inspired by the enthusiasm and excitement and experience of that morning, heaved the necessary amount of coal, 4, tons, into the bunkers in record time. The big ship had discharged its living cargo of thousands of troops, hundreds of officers and many passengers, had sent loads of stores to the grim destroyers, including thousands of bags of welcome mail from the folks at home and then proceeded to sea inspired with the hopes and desires of clashing with the submarine that had sunk the President Lincoln the day before.

We sailed out of Brest late in the afternoon of June 1st, having on board many notable passengers. The destroyers Nicholson and Wadsworth , two of our most famous sea-fighters, accompanied us. All hands were set for another attack. It was not long in coming. Jones, the Officer of the deck. A hurried message was sent in to the commanding Officer and at the same time the general alarm was sounded.

The fire-control officer on the upper-structure took a prompt and accurate range on the hissing white menace of foam approaching so balefully in the wake of the setting sun. The furnace doors flew open and in the streaming light with bent backs and broad shoulders, sturdy young Americans poured coal into the great fires. A volume of thick black smoke issued from the funnels and at the same time number seven gun with a venomous roar, let go a shell of TNT, enveloped in lurid flame and smoke.

Number five gun got busy. Number seven gun shot again with a reverberating roar, followed again by number five, the only two guns that could bear upon the Prussian menace. The explosions from these depth charges shook the big Leviathan , nearly two miles away by this time. We will report to our Force Commander. Smoke was pouring from their funnels and a choppy sea made them bob up and down. Twilight in the western sky deepened into long shadows upon the water. The chaplain of the ship walked out to the windward side of the navigation bridge and offered the customary sunset prayer for the huge ship with its women and children passengers, its captain, officers and crew.

This custom of evening prayer was practiced on board every evening at sunset and prefaced the silent evening prayers of the seamen on the decks, the gun-crew at the guns, the signal boys on the bridge, the quartermaster at the wheel and the brawny-chested firemen who stoked the big furnaces below. In the war-zone none of these brave lads were certain of seeing another sunrise, so before the ship was plunged into darkness each night they offered up, while at their different duties and stations, heartfelt prayers for themselves and their people and loved ones at home.

Remember, most gracious Virgin Mother, Star of the Sea, that never was it known that anyone who fled to thy protection, implored thy aid and sought thy intercession, was left unaided. Inspired with this confidence, we fly to thee, Virgin of Virgins, our Mother, to thee we come; before thee we stand, sinful and sorrowful. Mother of the Word Incarnate, despise not our petition; but in thy clemency hear and answer us. Visit, we beseech Thee, O Lord, our distant homes and families; Thine angels guard them with Thy peace and benediction. Bless this ship we beseech Thee and drive far from it all the snares of the enemy; guide it upon a tranquil course unto the wished-for-haven—guard our Captain, his officers and crew, and the soldier-troops and passengers committed to their care; let Thy holy angels dwell hereon to keep us in peace and let Thy blessings be always upon us.

May the Lord Almighty grant us a quiet night and a perfect end. The ship pursued her course steadily during the night watches and the men relieved one another at midnight and at 4 A. The morning sun broke clear and clean over the eastern horizon and discovered to us that our gallant destroyers had left us during the darkness, proceeding by pre-arranged plan to a similar duty of escorting an east-bound transport loaded with troops.

Our voyage continued without further excitement at a speed of twenty and a half knots. We arrived in New York the morning of June 8th and made fast to the dock with little difficulty. No sooner had our gangplank touched the dock than our mail clerk was seen heavily laden with eagerly-sought-for mail. It was at this time that the one-third fare rate was put into effect for soldiers and sailors on furlough and it is needless to say this greatly assisted many boys who did not have the full fare to reach home.

By evening, June 14th, all necessary supplies were loaded in our holds. Our quota of troops, this trip were as per the following list:. For thirty-six hours after leaving Ambrose Channel Light Ship, just outside of New York, we were escorted by one destroyer, submarines were busily engaged off our coast-line these days. After the destroyer left us we continued on our voyage in the customary manner, holding abandon ship drills each day and operating the water-tight door system to insure its being in perfect working order. The weather was extremely warm and as a consequence it was found necessary to allow [83] the soldiers from the lower compartments to sleep on the outer decks.

On the 17th, at ten minutes to eleven in the morning, the Leviathan acted queerly, circling around in the smooth sea, which aroused the curiosity of all on board. This circling was caused by the steering apparatus going out of commission, but it was soon repaired. Brest, France, was reached on the morning of the 21st, troops and cargo were disembarked and we headed for sea once more on the 24th accompanied by four destroyers.

The return trip was interrupted once. The destroyers by this time were on the horizon and hearing the firing of our guns proceeded to join us once more. Both number five and seven guns fired nine shots at the object sighted which disappeared immediately and we signaled to our destroyers that everything was O. The weather for the remainder of the voyage was excellent. Fire Island Light Ship, which is thirty-two miles from Ambrose Channel, was sighted July 1st and in a few hours we were tied up at our pier in Hoboken with another trip to our credit.

Another eight days in New York and another five-day leave for the men of the crew. The five-day leaves were most welcome after a trip of seventeen or eighteen days at sea especially when the days consist of vigilant activity and high tension. The five days soon passed and as soon as we were provided with sufficient supplies of coal and water our troops came aboard. General Wm. Nicholson, 79th Div. We left for our sixth voyage across on July 8th at P.

On the eight to twelve watch that morning we passed a considerable amount of wreckage, probably the result of submarine activities off our coast. Abandon ship drills were held as usual. The weather was fair and warm and a few soldiers were overcome by the heat making it necessary for the troops in some compartments to sleep on deck at night. The U. Covington had been sunk by an unseen submarine just prior to our sailing, and with this fresh in our memory it was not necessary to remind the lookouts and gun crews to be especially vigilant and keep a sharp lookout at all times.

We sighted our escort of destroyers at 8 A. We had wounded soldiers on board, also the captain and officers of the U. Covington and the officers and crew of the S. Buffalo that had been sunk by submarines. We left with a convoy of four destroyers that stayed with us until noon the next day. The weather was good for the most part and the trip was made without trouble or excitement of any kind.

The wounded soldiers were a cheerful lot and were well cared for. Some had been gassed, others lost limbs, but the prospect of home made them all happy. Among our wounded soldiers was a man named McGonigle who had made the first overseas trip with the first batch of [85] troops the Leviathan carried across. We landed them in Liverpool. McGonigle belonged to a bombing squad and was wounded. His squad was in a shell hole hurling bombs into the enemy trenches for thirty-six hours. The men were tired and hungry.

The Sergeant in charge was giving instructions to the men when a bomb held in the hands of McGonigle exploded blowing off both of his hands and inflicting other minor wounds including the amputation of the great toe of his left foot. Four of his comrades, including the sergeant, were killed by this explosion. During our westbound trip an entertainment was given for the benefit of the wounded. During a lull between acts McGonigle stood up, and holding up both remaining parts of his arms said he would give a short stump speech.

He then told of his accident and was glad to be going back on the ship that took him over, and on which ship he, with sixty other members of his company had volunteered to help the firemen in the fire room. With the following troops and passengers on board we left New York at P. Displacement Det. School Det. Johnson, 56th Inf. For the first time in the history of the ship we now traveled with other transports—the Great Northern and Northern Pacific , sister ships from the Pacific coast. These could speed along with us only in smooth water.

In turbulent seas they dropped rapidly astern. The Great Northern reached New York one hour ahead of the Leviathan on one trip, but traveled miles less to do so. One of our latest destroyers accompanied the convoy for the next twenty-four hours and then the three ships traveled unescorted, in beam-to-beam formation. The weather remained fair for the first four days during which time usual abandon ship drills were held.

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On the fifth day, however, we had some rough experiences. A storm broke, the waves rolled high and beat the ships fiercely. The man overboard was a soldier. It was suicide with him though, for he left a letter of explanation. While circling around in an attempt to pick him up another man from the Northern Pacific went overboard. This was an unfortunate accident. No one could stay afloat in that sea. The Northern Pacific and Great Northern both reported that they could make little headway and finally when the search for the missing men was given up we found it necessary to reduce speed so that the other ships in our convoy could remain in line with us.

The destroyers were picked up on the morning of August 10th and we passed through the war zone without trouble or excitement and anchored in Brest at 10 A. Forty-eight hours later we were steaming on our westbound voyage again, the Great Northern and Northern Pacific being with us. The weather was fine and we made good speed. On the 14th, at 9 A. It might have been a submarine of the Allies. The destroyers left us this same evening and with fair weather and smooth seas, which were fully appreciated, we made Ambrose Channel on August 20th and docked soon afterwards.

This was on the 31st of August and for the second time the transports Great Northern and Northern Pacific accompanied us. Upon our reaching Sandy Hook the pilot boat approached and launched a small row boat which made for our gangway. This boat came to get the pilot who had seen us safely through the channel, and to take him to another ship coming into New York.

Pilot McLoughlin waved good-bye to the troops on board and was cheered as he left. The upper section of a paravane is equipped with a jaw-shaped arrangement, so made as to clip the cable extending between a mine and its anchor. We were now fully set and ready for our voyage, the Great Northern taking up a position on our starboard beam and the Northern Pacific on our port beam.

The three ships in line presented a formidable appearance as they plowed the smooth seas at a rate of twenty knots per hour. Zigzag plans were communicated to the Great Northern and Northern Pacific by the Leviathan , the senior ship, and from dawn to dark on this day and every day thereafter until reaching port all three ships, upon the ringing of the zigzag clock, sheered off simultaneously, first to port, then to starboard, then to port again, the zigzag pennant on our yard-arm dipping as each change of course was made.

On September 2d, the Captain of the Great Northern signaled to us that his aft gun crew had sighted the feather of a periscope about two miles astern of us, which had disappeared almost immediately and so no shots were fired at her. A few days later, through signals exchanged between ourselves and the Great Northern , we learned that we were to lose Captain Bryan upon reaching New York, and that Captain Phelps of the Great Northern was to be his successor.

Captain Bryan, we learned, was to take up a station somewhere in Brazil. Stormy weather hindered our progress on the fourth day out. The seas were so heavy that both the Great Northern and Northern Pacific found great difficulty in keeping up with us. Finally, the Northern Pacific signaled to us that because of the seas she could make little progress and asked that the standard speed for the convoy be reduced to thirteen knots.

Toward evening the sea moderated sufficiently to allow the Great Northern and Northern Pacific to increase speed to sixteen and a half knots and then to twenty knots, until we picked up our escort of four destroyers at the ocean rendezvous. All seven ships proceeded to Brest by the shortest route and in a fairly smooth sea. The Leviathan was shaken by an extremely heavy explosion and its suddenness surprised the men. The Chief Engineer reported everything O. The McDougal had accidentally dropped a depth charge from her stern.

Land was sighted on the afternoon of September 7th, and swiftly and smoothly the three transports ran into column formation, with the destroyers abeam and ahead of us, steaming majestically into the harbor of Brest. Looking around after mooring we saw the huge transport Mt. Vernon , formerly the German liner Kronprinzessin Cecilie , lying in dry dock after running a mile race against threatened disaster.

The Mt. The disembarkation of troops and cargo was completed in short order and the Leviathan put to sea once more on the 12th of September. The bodies of thirty-six victims of the Mt. These thirty-six victims were trapped in the fire-room of the Mt. Vernon when the torpedo struck her and they had no chance to escape before the water filled the lower compartments.

The loss of life would not have been so great had not the ship been torpedoed at a time when the fire-room watches were being relieved, for at such time there are almost double the number of men in the fire-rooms. Our voyage back was interrupted but once. The Great Northern on our starboard, on the 13th of September, reported a periscope two miles astern of us and traveling to the southward. It disappeared almost as quickly as the periscope encountered on the eastern trip, and consequently no shots were fired at it. A vigilant watch maintained by the lookouts was without result, the submarine did not show itself again.

On the 19th of September we were safe in New York Harbor and docked six minutes after the first line was ashore, a record achievement in the log of the capable and efficient docking superintendent, Capt. Walter J. We left our pier at Hoboken, September 29th and our ninth voyage overseas was underway. The following troops were on board:. Lyon, C. Under clear skies we steamed slowly through the big harbor filled with shipping and proceeded straight to sea, stopping only to drop our pilot, Capt. This trip overseas was to be made memorable by reason of the Army epidemic of influenza on board.

Many men and several nurses were obliged to leave the ship just before we cast off our lines and everyone felt that we would have a distressing time going over. While the embarkation troops were lined up on the big pier some of the men dropped helpless on the dock. We were informed that a number of men had fallen by the wayside, limp and listless, on their march from the camp to the scene of transportation. Our first death was recorded the next day out. He was a sailor who did duty in the Hospital Corps. He told the chaplain that he did not want to die because of the great need of his help at home.

Out of over two thousand cases of influenza and pneumonia on board, this first case and two naval passengers en route to duty in France, were the only ones to die from the Navy. All the other deaths belonged to the Army, 96 in all. This was not a bad percentage considering the total number of cases stricken, the hardships and restrictions, the weather conditions, the intense nervous strain in the war zone and the tremendous rolling of the big ship while in the storm.

Very few people in the sick spaces got much sleep. Everybody helped during the terrible plague. There was work for all. It was pitiful to see men toppling over dead at your feet. It was like some invisible hand reaching out and suddenly taking them away. It was truly sad and depressing. The standing lights in the big spaces of the ship were kept dim behind colored glass.

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Not a light was ever visible from the ship at night and this perfect control of the huge and vast electric circuit of the ship affords a well merited tribute to the officer in charge. Only once did a light ever show from the big ship and that happened to shine from the room of the officer of the deck who was on duty on the bridge. He had sent a [93] messenger to his room for his raincoat and the boy turned on the light to find his way about the dark room and returning to the bridge in a hurry forgot to extinguish the light.

A sharp eyed and vigilant destroyer promptly flashed over a warning signal and the light was extinguished. Rules and prohibitions were minute and precise and were always strictly enforced. These pests of the deep generally worked in pairs. The army nurses were like ministering angels during that dreadful scourge. They were brave American girls who had left home and comfort in order to undergo peril and sacrifice abroad.

Surely they have earned a place in Heaven. The bluejackets on board were second to the nurses in their unwearying patience and generous self-denial. When the army nurses left the ship in Brest, they wept and bade the sailors an affectionate good-bye. Upon our arrival in Brest we had on board 96 dead soldiers and three sailors.

We remained in Brest three days and left on the third evening at P. The next morning at sunrise, after an imposing prayer by the chaplain, the flag was half-masted, taps were sounded, three volleys fired and the coffins containing the [94] bodies of the dead soldiers were lowered gently into the sea. After seven days of mostly fair weather and without trouble from submarines, we docked in New York on the morning of October 16th.

It was a nerve-racking voyage and we were all greatly relieved that the trip was over. At of the morning of October 27th we left New York bound overseas for the tenth and last trip. We had no idea that this was to be our last run of the German blockade with our precious cargo of Yankee doughboys. Troops, 8,; Adv. Tank Corps. Debarking and Billet Group 8th Division; th Btn.

Tank Corps; th Btn. Draft Camp Gordon; Casual Co. Elliott, 8th Division. There had been rumors of peace while we were in New York and we had a sort of hunch that the war could not last much longer. The boys that we were taking over on this trip expressed disappointment, for they, too, had the same hunch, and regretted that they would never reach the front before the Armistice was signed. On this trip we did not go to France, but to Liverpool instead, and as the ship needed certain repairs that would require drydocking we landed our soldiers in England.

However, we took no chances and our gun crews remained at their posts as [95] usual and were as vigilant as ever. November 3rd we were in Liverpool. On going into the channel a dense fog enveloped the river and we were obliged to go ahead at a low speed with the result that the tide receded before we could tie up to the landing stage and we were stuck in the mud for about seven hours. While thus stranded we landed most of our troops and at midnight we were tied up at the landing stage.

Next morning, we went into drydock. While we were in drydock the Armistice was signed and then—oh boy—we celebrated. We were allowed liberty from 1 P. Thanksgiving day found us still in drydock and this was another big day for our crew, for a football game had been previously arranged between the army engineers and our crew and everyone was keyed up to the highest pitch. Practice was held for two weeks on a cinder field adjoining the drydock yards.

It was found necessary to have our football togs made in Liverpool by a woman dressmaker, as no sporting goods store carried them. Thanksgiving day came. There was a grand and glorious dinner and then we all proceeded to Everton Football Field in Liverpool which is credited with being the best field in England. It had been raining all day—usual Liverpool weather—a steady downpour and the field was muddy and slow.

On one side of the field were the sailor rooters and on the other side the soldiers. Two bands enlivened proceedings. The first quarter ended and through a hard and cleanly fought game the teams battled to a tie, The navy team had made a remarkable showing and considering circumstances did well in preventing the army from scoring.

The Leviathan boys had not practiced as long as the army, who had been playing all season, and furthermore the army had at least 8, men to pick from while the navy had but 2, Jones, who coached the team and its success was greatly due to his hard work. Several English newspaper men were present to witness and report the game. Following is an account of the game from their viewpoint:.

A demonstration of the nearest approach to actual warfare was given this afternoon at Everton Field by the American bluejackets of the Leviathan and the American Army Engineers of Knotty Ash. The game greatly differs from the English rugby and is the nearest thing to warfare that we have ever seen. We were greatly surprised that there were not more casualties than there were, for the opposing teams went at each other as though they were deadly enemies about to destroy each other by brute force. On Thanksgiving evening various dances and receptions were held for the Americans in Liverpool by the people of that city, and though we were 3, miles from the States we had a most enjoyable time.

We certainly had lots to be thankful for. On December 2nd we began to take on wounded soldiers that had been in hospitals in England and were waiting transportation to the States.

We left Liverpool on December 4th, at 11 A. We arrived in Brest the next morning at 11 A. This required three days and on December 8th at 2 P. On the way over we encountered occasional rough weather, but this did not prevent us from speeding up and we arrived at Sandy Hook on December 15th where we anchored for the night owing to a dense fog.

As we made our way up the channel the next morning a great reception was given the troops on board. Our coming had been flashed by wireless and was heralded by all the newspapers. Numerous boats came out to meet us and bells and sirens rent the air. It was a typical New York welcome—big and hearty. There were tears of gladness in the eyes of many of the soldiers on that frosty morning.

It was the first time that [97] they had seen their own land in many months and this coupled with the deep feeling and spirit manifested by the people for the returned heroes, touched all hearts. Just one year from the date that we started our first trip overseas, we had brought back some of the first returning troops of the war. We tied up to our pier at 8 A. Four days after our arrival in New York the crew was paid and it was suggested that we have a Christmas party on board ship for as many orphans as could be taken care of.

The idea met with unanimous approval and as each man was paid he donated as much as he could afford. The amount collected was sufficient to take care of 1, homeless children. The children were shown over the ship and a number who went on exploring tours of their own came to grief, tumbling out of stacks and ventilators and as black as the ace of spades. The dinner consisted of turkey, candied sweet potatoes, asparagus, celery, peas, cake, apples, oranges and bananas, milk, cocoa, and ice cream of three different kinds.

But they enjoyed preparing it, you bet they did. After the children had eaten everything in sight and pocketed what was left, the mess hall was cleared of tables and benches and all the children gathered around the giant Christmas tree to receive a present. There was a Santa Claus, some say it was one of our chief petty officers, but most of us, the children most of all, believe he was the original St. Nick himself, for he certainly was generous with his presents.

There was more than enough to go around—many of the children received two presents. When the children had gone the sailors came in for their presents. Each man aboard received a bag from the Red Cross. The bags contained candy, cigarettes, pipes and tobacco and were donated by individual women from all over the country.

The power to drive the Leviathan is distributed into turbines driving the four propellers. In the open sea the steam is distributed in what we call the high pressure cruising combination, whereby the turbines operate at their highest economy. She must be considered as having no backing effect.

In this combination the highest speed the ship is capable of is sixteen knots ahead, and the combination permits steam to be thrown into the backing turbines. When there is little or no wind the ship steers very well. She requires a weather helm or to put it in modern language, a lee rudder.

She will turn very quickly into the wind, but she will turn away from the wind only slowly and reluctantly. Consequently we always dislike going into New York or out of New York in a gale of wind, where the restricted channel requires prompt and accurate turning of the ship.

Ambrose Channel is dredged to forty feet at low water. On the spring tides the low water may fall another foot, leaving but thirty-nine feet in the Ambrose Channel at low water. As the ship draws between thirty-nine and forty feet on arrival at New York, it is not safe to try to enter at any other stage of the tide than at high water.

As the slack water at Hoboken is after the slack water in Ambrose Channel, we enter Ambrose Channel then at high water and carry slackwater all the way up the channel and dock at Hoboken on the high water slack tide. On sailing from Hoboken she is undocking on the low water slack tide, so as to arrive in Ambrose Channel at the next high water.

The deep draft of the ship on leaving New York, namely, forty-one feet ten inches, requires that in leaving New York Harbor and as far as the Narrows, the ship must seek what might be called the prehistoric gorge of the Hudson River. There are many places between Hoboken and the Narrows even in what ordinarily would be called the navigable fairway, that are so shallow that the Leviathan would go aground. This prehistoric gorge is accurately known to Captain William S. In docking the Leviathan there is no particular trick that must be known, but on undocking her it must be so timed that while on the New Jersey side at Hoboken the water is dead slack, the flood on the New York side has just begun to make.

This helps the operation in two ways. First, by getting her away from the dock before the flood current begins to press her against the dock, and second when she backs out, the beginning of the flood current on the New York side assists to turn her [] stern upstream and operates to point her correctly. In midstream and on the New Jersey side, between Hoboken and the Statue of Liberty, there is not enough water to float the Leviathan.

In docking and undocking we need from fourteen to sixteen tugs. Abnormal conditions can be expected in the winter months. Upstate freshets and northerly gales sometimes operate to kill the flood current off Hoboken and to cause a continuing ebb current. Such a condition has happened, making it impossible to point the ship correctly downstream, and it has been necessary to yield to the elements and to permit her to turn the ship. Such a condition adds difficulties to the piloting of the ship. Like most passenger vessels she is designed to have a slow and easy roll, which means that she has not a great margin of stability.

In entering New York, bringing troops homeward, it is necessary to keep the troops in control and evenly distributed, because in their excitement and happiness, they tend to rush from one side to another on the passing of every cheering ferryboat, heeling over even this great ship. When this ship heels over, owing to her great beam, and to her box-like dead-flat section, it materially increases her already great draft.